Scania DI16 Marine

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SCANIA 16 -LITRE V 8 THE POWERFUL, CLEAN AND COMPACT MARINE ENGINE

Transcript of Scania DI16 Marine

Page 1: Scania DI16 Marine

SCA N I A

16 - L I TR E V8T H E P O W E R F U L , C L E A N A N D C O M P A C T M A R I N E E N G I N E

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Performance in every sense of the word

There's a new top-of-the-range Scania marine engine – a 16-litre V8

for those truly tough and demanding assignments. Pilot or police

boat, fishing-boat, ferry or a rescue boat. Wherever the demands are

high, the answer is Scania's new 16-litre engine – an engine you can

put your trust in. Day in and day out, and for many years to come.

The Scania DI16M is the naturalengine choice for customers withhigh demands on durable power,low fuel consumption, low emis-sions and high service availability.Its compact installation dimensions– the DI16M is both shorter andlower than the previous 14-litre V8 engine – simplifies installationas well as service and maintenance

in engine rooms with limited space.

Just like all Scania engines, theDI16M offers maximum torquefrom low revs, while a range ofinnovative technical solutions haveconsiderably cut exhaust emissions.Despite this, however, fuel con-sumption has been kept at a lowlevel.

CONFORMING TO STRICT

ENVIRONMENTAL STANDARDS

Increasing numbers of countries aresigning up to IMO Marpol 73/78Annex VI, which regulates emis-sions from marine engines. An ope-rator who wants to continue work-ing in the future must thereforeensure that his fleet is equippedwith engines that meet current andforthcoming requirements, and itis always Scania's ambition to meet– and preferably exceed – theserequirements.

For this reason, one importantdevelopment goal for the DI16Mhas been to meet the emission standards that are likely to be setfor the foreseeable future. In thisway, operators can secure one vitalparameter for continued operationin waters subjected to the IMOregulations.

OPTIMIZED MONITORING

AND CONTROLLING

The Scania DI16M is equippedwith both electronic unit injectorsand the newly developed EngineManagement System (EMS). Thismeans in practice that the combus-tion process is one hundred percentefficient, since vital engine data can be optimized for all possible loadconditions.

Moreover, using its CAN proto-col (Communication Area Network)the engine can communicate withother monitoring systems.

D E S I G N E D T O M E E T T O M O R R O W ' S D E M A N D S

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F O C U S O N T H E E N V I R O N M E N T , E C O N O M Y A N D A V A I L A B I L I T Y

Advanced technology withobvious customer benefits

boost pressure, coolant temperatureand throttle setting. The systemevaluates this information to adjustinjection timing and the amount offuel injected to ensure optimumcombustion and fuel consumptionin response to operating conditions.

The CAN protocol offers arange of benefits and permits a fulloverview of the engine status. Withthe protocol, it is possible to checkon engine data, performance andpower outputs in real time – notjust on board but also via wirelesscommunication ashore.

PLENTY OF SPACE FOR

AUXILIARY EQUIPMENT

The engine's compactness and“clean” front makes it easy tomount other engine-driven equip-ment, such as a bilge pump, ACcompressor, power take-off or ahigh capacity alternator.

Of course, fresh water is used tocool the entire engine as well as thewater for the charge-air coolingwhich has an extra cooling circuitto provide the coolest possible in-take air. This contributes to maxi-mum reliability and service life.

Developing and manufacturing powerful engines only to produce

high power outputs is not enough. Rather, what is important is to

combine power with low exhaust emissions and low fuel consump-

tion. The Scania DI16M combines these characteristics, along with a

number of other renowned Scania benefits such as high uptime and

long intervals between services and component or system renovation.

THE COMBUSTION PROCESS

Twin turbochargers, charge-aircooling, an engine block where fuelsupply takes place on the “cold”side, and cylinder heads with four-valve technology, all create theright conditions for efficient gasflow.

Electronic unit injectors (UI)provide extremely high injectionpressure. What is more, the amountof fuel injected and its timing canbe controlled with extreme preci-sion – from cold starting to idlingspeed and throughout the powercurve. The result is higher poweroutputs, lower fuel consumptionand emissions, and less smoke inthe exhaust gases.

Unlike conventional linear fuelpumps, unit injectors offer an ad-ditional major benefit: even if one or more injectors fail, the enginecan still run with the remaininginjectors.

ELECTRONIC ENGINE

MANAGEMENT

Every second Scania's EngineManagment System (EMS) moni-tors and processes thousands ofvital data – such as engine speed,

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ONE-MAN SERVICE CONCEPT

Scania's approach to service, main-tenance and repairs is very uncom-plicated: it all has to be carried outon board, by one single mechanic.

This explains why all the servicepoints are so easily accessible.However, Scania's one-man serviceconcept is even more obvious whenit comes to the cylinder heads – the

O N E - M A N S E R V I C E C O N C E P T

Maximum reliability and availability

FEWER COMPONENTS,

INCREASED AVAILABILITY

Scania's engines are based on amodular engineering approach,where vital components are used ina wide variety of engine categories.This means several advantages butfrom service point of views, thebenefits are mainly two: the servicestaff have fewer operations andmethods to learn and apply, and theworkshop needs to keep a muchsmaller range of spare parts in stock.

Better-quality service, fewer andshorter standstills are some import-ant benefits that the operator willgain from this approach. As well ashigher availability and a better totaleconomy.

DI16M has one single head percylinder. While engines equippedwith one common cylinder headper cylinder bank may require up tofour persons to handle it, Scania'sseparate cylinder heads are lightenough to be lifted and reinsertedby just one person.

The result is quick, simple andeconomical service.

The Scania DI16M has been developed to withstand the special

operating conditions that apply for marine engines. One of the most

important considerations is that all engine-related work has to be

done on board. And just like all other Scania engines, the DI16M is

built with a clear focus on modular design, where few – and stan-

dardized – components are used to ensure high availability to spare

parts. Yet another benefit is the Scania Diagnos system, which

simplifies and shortens the time for fault-tracing.

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T H E D I 1 6 M A R I N E E N G I N E

The DI16 M is a turbocharged and charge-air cooled 4-stroke diesel engine

with EMS (Engine Management System) and UI (Unit Injectors).

No. of cylinders: 8 in 90° V

Displacement: 15.6 litre

Bore: 127 mm

Stroke: 154 mm

Weight, dry: 1500 – 1600 kg, depending on equipment options

OUTPUT RANGE FOR COMMERCIAL PROPULSION ENGINES

Workboats

Continuous service (ICFN): 386kW (525hp) – 441kW (600hp) at 1800 r/min.

Intermittent service (IFN): 423kW (575hp) – 478kW (650hp) at 2100 r/min.

Patrol craft, long service time/year.

515kW (700hp) – 550kW (750hp) at 2100 r/min.

Patrol craft, short service time/year.

588kW (800hp) at 2200 r/min.

DIMENSIONS (mm)

H (W) L: 1180 (1200) 1260

ENGINE DESCRIPTION

Cylinder block: Made of cast iron alloy.

Cylinder heads: Individual cylinder heads. Unit injector technology

with engine mounted electronic control unit.

Valves: Four valves per cylinder head.

Turbochargers: Twin turbochargers.

Heat exchanger: Compact engine mounted.

Charge cooling: Mounted in air inlet manifolds. Cooling supplied from

a two-stage fresh water-cooled cooler, integral with the heat exchanger.

Pistons: Composite pistons with aluminium bodies and steel crowns.

Timing gear train: Mounted at the flywheel end of the crankshaft.

Camshaft: One camshaft for each cylinder row.

Oil cooler: Full flow cooler inside of the engine block and of multi-plate type.

Oil cleaning arrangement: Centrifugal cleaner and full-flow paper element filter.

Connection rods: I-section press-forgings of alloy steel.

Crankshaft: Made of steel alloy with hardened and polished bearing surfaces.

Oil sump: Made of cast aluminium.

Flywheel: Made of cast iron. Direction of rotation seen from flywheel end

– counter clockwise.

Electrical system: 2-pole 24 V.

ENVIRONMENT

The engine complies with IMO regulations.

Specifications and design subject to change without notice.Illustrated engines may have optional equipment not included in standard delivery.

SE-15187 Södertälje, SwedenTelephone (+46) 8 553 810 00Telefax (+46) 8 553 829 93www.scania.com